Fuel system for ram jets



Dec. 22, 1953 N. 0. PRICE 2,663,140

FUEL SYSTEM FOR RAM JETS Original Filed Aug. 2;, 1946 5 Sheet-Sheet 1 INVENTOR. NATHAN C. PRICE Agent Dec. 22, 1953v N. c.- PRICE FUEL SYSTEM FOR RAM JETS 5 Sheets-Sheet 2 Original Filed Aug. 23, 1946 INVENTOR. NATHAN (3. PRICE Agnt Dec. 22, 1953 N. C. PRICE FUEL SYSTEM FOR RAM JETS Original Filed Aug. 25, 1946 5 Sheets-Sheet 5 Agent TO ATMOSPHERE N. c. PRICE 2,663,140

FUEL SYSTEM FOR RAM JETS Dec. 22, 1953 Original Filed Aug. 23, 1946 5 Sheets-Sheet 4 ill ' INVENTOR.

NATHAN C. PRICE Agent I Dec. 22, 1953 N. c. PRICE FUEL SYSTEM FOR RAM JETS 5 Sheets-Sheet 5 Original Filed Aug. 25, 1946 m i I INVENTOR. NATHAN C. PRICE Agent Patented Dec. 22, 1953 UNITED STATES PATENT OFFICE FUEL SYSTEM FOR RAM JETS Nathan C. Price, Los Angeles, Calif., assignor to Lockheed Aircraft Corporation, Burbank, Calif.

Original application August23, 1946, Serial No.

692,423, now Patent No. 2,540,594, dated February 6, 1951... Divided and this application October 20, 1947, Serial No. 780,864

12 Claims. 1

This invention relates to reactive propulsion engines of the ram jet type and relates more particularly to fuel systems for this class or engines.

This application is a division of my co-pending ever, the fuel economy of a ram jet engine is low and the range is, therefore, limited, unless the air-fuel ratio in the combustion chamber is maintained substantally constant through the change in translatory speeds and altitude of the missile or aircraft. The present day ram jet power plants make no effective provision for the maintenance of a substantially constant air-fuel ratio during flight at varying speeds and altitudes.

It is, therefore, a general object of the invention to provide a ram jet power plant capable of operating at high fuel economy throughout widely varying translatory speeds and altitudes. I Another object of the invention is to provide a ram jet power plant characterized by a fuel system for maintaining a substantially constant air-fuel ratio in the combustion chamber irrespective of translatory speed and altitude' The fuel system employs a centrifugal pump driven by an air turbine which, in turn, is driven by the rammed air column. At a Mach number of approximately 3.0 the spouting velocity of the reactive power plant is approximately twice the translatory velocity, bringing the point of maximum thrust into coincidence with that required for maximum range and high eificiency. The fuel pump, driven by the air turbine, is used in conjunction with a fuel system automatically controlled and capable of manual regulation.

Another object of the invention i to provide a ram jet power unit of the class described utilizing the exhaust air from the air turbineof the fuel supply system to cool and protect elements of the propulsive nozzle. The exhaust air from the air turbine is circulated through various elements of the nozzle exposed to the high temperature gas'stream in order to cool the same.

Another object of the invention is to provide a ram jet unit wherein the exhaust air from the air turbine passes through elements of the propulsive nozzle to cool the same and then discharges from a nozzle in the form of a propulsive jet to assist the primary propulsion jet of hot gases and air. The nozzle for the cooling air exhausted by the air turbine, in addition to augmenting the reactive thrust as just mentioned. maintains, a slight back pressure in the exhaust air stream to insure the flow of cooling air 7 through the nozzle parts.

A further object of the invention is to provide a ram jet of the class referred to wherein the fuel pump and the air turbine for driving the same are housed in the diffuser or island adjacent the inlet ram and the entrance passage of the air turbine is arranged to receive or draw off the boundary layer air from the surface of the island.

Other features and objects of the invention will become apparent from the following detailed description of a typical embodiment, throughout which reference will be made to the accompanying drawings wherein: I

Figure 1 is a longitudinal sectional view of the ram jet; 1

Figure 2 is a front view of the power plant;

Figure 3 isan enlarged longitudinal sectional view of the forward portion of the power plant showing the air turbine tnd adjacent parts;

Figure 4 is an enlarged fragmentary sectional view of the island portion illustrating the air turbine and fuel pump;

Figure 5 is an enlarged longitudinal sectional view of the nozzle portion of the power plant; and I Figure 6 is a diagrammatic view of the fuel system and relatedparts.

The feature of the present invention are intimately related with the several elements of the power plant and I will proceed with ageneral description of the mechanism, describing the invention in detail. The power plant may be said to comprise a shell A having an inlet ram II and c an exhaust nozzle 13, an inlet needle B, an island C within the shell A, a control D for the movable needle, fuel injecting means E embodying the present invention and automatic controls F and G for the fuel system and nozzle respectively,

The shell A is an elongate tubular part intended to move in an air stream or to be submerged in the structure of the aircraft or missile. The shell has a generally cylindrical portion l2, the inlet ram II at its forward end and the nozzle section 53 at its rear end. The ram H is of the supersonic type being a tubular convergent-divergent form of inlet. .The major cylindrical portion 12 of the shell is the combustion chamber of the power plant and is formed of heat resistant material such as Inconel. The nozzle ection 13 is secured to the rear end of the combustion chamber section i2 and is a tubular part having a restricted throat 22. The throat wall curves inwardly and rearwardly and then outwardly and rearwardly to a substantial cylindrical wall 24-. A ring 21 for mounting the power plant may be secured in the annular eX- ternal depression formed at the nozzle throat 22.

The needle B is movable in the supersonic rammed air inlet and diifuser i I to vary the compressive effect and as shown is centrally and axially arranged in the inlet. The needle B, together with the island 0, form an elongate streamlined assembly, the needle presenting a sharp forward tip M3 and having a tubular wall 4| telescoping over the island. The surface of the needle B is shaped to reflect the gentle shock waves of air toward a limited area on the interior .of the ram ll as indicated by the broken lines 42 in Figure 3. Forward and aft movement of the needle 13 moves the region of convergence of the shock waves 12 forwardly and rearwardly alongthe interior of the ram. The region of convergence of the shock waves 42 is an area of rather abrupt pressure rise and is utilized as a medium of control for the means D described below. The needle B has internal pressure bulkhead M spaced rearwardly from its tip 4%.

The island C is a hollow stationary assembly comprising a tubular forward section and a rearwardly convergent rear section it. The island C is supported by spaced hollow stream lined struts 4'! secured to the shell A. A cap E9 on the forward end of the island is freely received in the needle B and the trailing portion of the needle has a sealing and bearing ring it sliding on the tubular section 45. A tubular shaft is secured in the cap 49 and passes forwardly through an opening 5! in the'bulkhead M to assist in supporting and guiding the needle The control D for the needle B determines the position of the needle to obtain an efficient compression of the rammed air at various speeds and altitudes. .The control includes a diaphragm chamber 52 contained in the cap at and a flexible diaphragm 53 passing through the chamber. The diaphragm 53 controls an air vent passage 54 leading to the atmosphere. A pressure air port '55 in the needle section 4| maintains the space within the needle B between its bulkhead 44 and the cap 39 in communication with the pressure air inlet passage of the rain. The pressure'in this space tends to move the needle B forwardly and this action is governed by controlling the vent passage 5 The diaphragm 53 operates a valve 56 which controls the inlet 5'! of the vent passage 54. Air pressure in the interior of the needle B acts upon the outer end of the valve 56, tending to move the valve to the open position.

' The valve 56 is sensitive to the position of the convergence and the intensity of the reflected shock waves 42". Tubes 58 and 59. communicate with the rear and forward sides respectively of the diaphragm chamber 52 and extend through a strut 4'! and along the ram wall H to respectively communicate with the inlet passage at 9 and 8. The area adjacent the open end of the tap 9 of the tube 53 is the zone traversed by the converging shock waves 42 during forward and aft movement of the needle B accompanying variations of velocity of flight. During such variations in speed, for example in the range between a Mach number of l and a Mach number of 3, the needle B moves between itsmost rearward position and a forward position. The change in position of the needle 13 is affected by the pressures in the needle acting on the valve 56, assisted by the pressure admitted to one side of the diaphragm 53 by the line 58 and the pressure admitted to the other side of the diaphragm by the line 58. The opposed pressures acting upon the diaphragm 53 and its valve determine the position of the valve 5a; and therefore control the position of the needle B. In practice the diaphragm 53 assumes a condition'of equilibrium to stabilize the needle 38 in the correct adjusted position for any given velocity of the engine. This action is fully described in my co-pending application above referred to.

The fuel system E incorporating the features of the present invention comprises a fuel pump means for delivering liquid fuel to a vaporizing means. The pump 52 is preferably contained in the island C and is driven by an air turbine at the rear portion of the island. I have shown a fuel supply pipe 66 passing inwardly through one of the struts ll, from a fuel source (not shown), and provided with an elbow 65 having a rear wardly extending arm which is substantially coaxial with the island assembly. A centrifugal fuel pump %2 has its inlet or low p essure side connected with the elbow ti and its high pressure side delivers fuel to pipes at extending outwardly and rearwardly through the struts 4'5. The shaft M of the pump is tubular, and is supported by spaced'bearings 55 carried in a housing tfi. The housing iii has an outwardly extended peripheral flange G? continuing rearwardly from the Wall of the island and provided withspaced lugs to bolted to a surrounding shroud 55?. The shroud in turn is carried by the spacedstruts M. The flange fil and the shroud 6Q define an annular rearwardly converging air passage iii which is co-axial with the main air passage of the power plant. Asubstantially conical cap "ii is secured in the shroud in spaced relation to its internal surface to provide or leave a rearward continuation of the passage Ell. This continuation of the passage is of rearwardly increasing capacity. Spaced rivets or bolts 52 may mount the cap 5! in the shroud 59. The cap'l'i is spaced rearwardly from the housing flanged to leave an annular gap foran air turbine wheel '53. The wheel E3 is fixed to the pump shaft '54 and its blades operate in the air'passage The strum ture just described is best illustrated in Figures 3 and 4. It will be seen that air under pressure flowing through the passage lil at a substantial velocity drives the turbine wheel '53, which in turn drives the fuel pump 52. The entrance of the annular passage l9 surrounds the aft or trailing portion of the island, and serves as a means for sucking away or removing the boundary layer air from island and needle B. This substantially increases the efficiency of the supersonic inlet ram or convergent-divergent inlet diffuser.

The vaporizing means of the fuel system includes an annular and tubular header it engaged in the shell section l2 at the struts M. The'above mentioned lines 53 from the pump 62 lead through the struts H to the header M to deliver liquid fuel thereto. A second annular header 15 is arranged adjacent and rearwardly of the header T4 and a third annular header i5 is secured in the rear portion of the combustion chamber 12. .A series of circumferentially spaced vaporizing tubes 11 have their forward ends in communication with the supply header 14 and pass through openings in the wall of the header I5 to continue rearwardly to the rear header 75. The tubes 1! are spaced from the walls of the section I2 and their rear ends are received in openings in the wall of the rear header It. A similar set of tubes 18 have their forward ends in communication with the header T5 and their rear ends communicate with the rear header F5. The tubes I! and 18 are alternated in a single annular series. Liquid fuel supplied to the header 14 by the pump 62 flows through the tubes TI and then forwardly through the tubes is to the header I5 and is effectively vaporized during this circuit. Strips 80 of heat resistant material are laced through the series of tubes 17 and E8 to hold them stabilized.

The fuel vaporized in the tubes 71 and I8 is delivered to vapor injecting devices 84 arranged in the entrance portion cf the combustion chamber. Circumferentially spaced tubular bars 8| extend radially inward from the vapor header i5 and carry the injection devices. The header discharges the vaporized fuel into the bars BI for delivery to the injectors 84. The vapor injection devices 84 are fully described and claimed in my co-pending application Serial No. 783,536, filed November 1, 1947. An electrically energized glow plug 92 extends through an opening in the shell A to project into one of the hollow bars 8I for the purpose of igniting the fuel at the injecting devices 84.

With the fuelvaporizing and injecting means just described the air-fuel ratio remains substantially constant irrespective of the translational speed and altitude, the centrifugal fuel injecting pump 62 being driven by the rammed air supply through the medium of the turbine '53 to preserve this ratio. The fuel pump 62 and the turbine 13 are related and'designed to provide an air-fuel ratio of approximately 18 to 1. When the translational movement of the engine reaches the value of a Mach number of approximately 3, this air-fuel ratio causes the spouting velocity of the air and gases of combustion from the nozzle I3 to be approximately twice that of the translational velocity, bringing the point of maximum thrust into coincidence with that required for maximum range of flight and high economy. At lower flight Mach numbers the air-fuel mixture should be leaner, although it may be important and desirable to obtain maximum thrust under certain conditions at such low velocities. It may also be necessary to vary the thrust at any velocity of flight. The control means F is provided to permit regulation or variation of the thrust as may be required regardless of fuel economy.

The control means F is in the form of a controlled by-pass between the low pressure pipe 68 of the pump 62 and one of its high pressure pipes 63. The by-pass 93 has a nozzle like part I59 in the fuel supply pipe 50 arranged to discharge the by-pass fuel in the direction of the fuel flow. This positioning of the nozzle part #543 prevents cavitation in the pump E2. An adjustable constant flow valve is interposed in the by-pass 93. This valve includes a stationary island 94 of streamlined configuration arranged in the path of fuel flow and a floating tubular venturi 95 movable toward and away from the island so as to cooperate therewith in restricting the fuel flow through the by-pass 93 to a greater or lesser degree. The Venturi member 95 carries a piston 95 operating in a cylinder 9 connected in the bypass line 93. The passa e 98 of the Venturi member continues through the piston 96 having its entrance mouth at the upstream side of the piston and its exit in opposed relation to the island 94. Relatively small ports 99 lead from the restricted throat of the Venturi passage 98 to the downstream side of the cylinder 9! to balance the pressures on the opposite side of the piston. With the valve structure just described the Venturi member 95 is constantly urged toward the island 94 by the fuel flow to restrict the flow.

The control F regulates the tendency of the member 95 to move toward-its closed position and thus regulates flow through the by-pass 93. A rod I00 is connected with the piston 96 and its outer end is connected with a tension spring ml. The spring MI is in turn connected with a lever I 432 which has one end fulcrumed to a member I04. The member I04 is adapted to be adjusted or set by a Bowden wire I05 extending from the engine for association with a manual control or other means for changing the air-fuel ratio. A rod Iii-5 is pivotally connected with the other end of the lever I92 and extends forwardly for connection with a clip I61 on the needle bulkhead 44, so that the air-fuel ratio is automatically maintained by the position of the needle B to obtain maximum fuel economy at various velocities.

The nozzle control G includes a throat member I88 movable axially in the nozzle opening. The member W8 is a hollow element formed of heat resistant material and its major portion is substantially spherical to obtain an efiicient action in the supersonic nozzle I3. The rear portion of the throat member I 08 is extended and defined by a reverse curve. The member I08 is shiftably supported on a central tube I 09 secured in the rear of the shroud 69 and extending rearwardly through the combustion chamber to the extremity of the nozzle I3. The tube I09 conducts air under pressure exhausted by the turbine I3 and shroud 69 and carries this air rearwardly for ultimate discharge at the nozzle region of the engine to assist the thrust or propulsive action. The rear portion of the tube I59 is pinched in at X to obtain a nozzle effect for the discharging air and to preserve a desirable back pressure in the tube for the cooling of the throat member 588 and the other parts as described below. The tube I09 is formed of heat resistant material and is preferably coated with ceramic paint.

The throat member I 58 has a pin and slot connection with the tube I09. Axial slots I l t are formed in diametrically opposite wall portions of the tube and a rod I I I carried by the throat member extends through the slots. A tubular spacer I I2 is provided on the rod within the tube I 09. It will be observed that the slots HG maintain the interior of the throat member m8 in communication with the tube 569 so that cooling air is free to now from the tube into the member. A series of spaced ports H3 pass through the rear wall portion of the throat member to exhaust the cooling air and thus maintain a circulation of air through the hollow member. Furthermore, the sliding fit of the member 688 on the tube i 39 may be such as to allow the limited escape or cooling air under pressure to further assist in maintaining an air flow through the member. It will be seen that the exhaust of the air turbine 33 is utilized to cool the tube Hi9, the throat member I 08 and the parts associated therewith.

Spaced struts IE4 serve to support the tube I09 in the rear portion of the engine. The struts H4 are secured to the tube as by welding, and are suitably attached to the wall of the nozzle section I3. The struts IM are streamlined in transverse cross section and are tubular. The interiors of the tubular struts II i communicate with the interior of the tube MS to receive cooling air therefrom and the outer ends of the tubes are open to discharg into the atmosphere. During operation of the power plant there is a continuous flow of cooling air through the supporting struts H4.

A rod I I is connected with the spacer H2 and the cross rod III of the throat member Hit and extends forwardly through the tube Iiiii being supported in the tube by one or more bearings Ill. The rod H5 continues forwardly through an axial opening I It in the pump shaft (i i and a seal H on the pump rotor prevents leakage around the rod. The rod H5 passes forwardly through the elbow GI and a packing gland I IS on the elbow to extend into a cylinder H9 secured in the island C. A sleeve I26 on the rod H5 slidably enters an opening IEI in the shaft 553 and the shaft 50 has its rear end secured in an opening in the forward wall of the cylinder. The cylinder H9 is of substantial diameter and piston I22 is fixed on the sleeve I23 to operate in the cylinder. A vent pipe l2; passes through a strut ll and the island C to the forward end of the cylinder iii! to vent this portion of the cylinder to the atmosphere. A pressure line I25 leads from the en trance portion of the combustion chamber to the rear end of the cylinder Iiii to deliver air under pressure to the cylinder. A pressure bleed line I26 extends from the rear end of the cylinder I I3 through the island C and a strut 4'! to discharge into the atmosphere. The bleed line I26 is controlled by a relay valve I21" actuated by instrumentalities sensitive to the pressures at the entrance of the combustion chamber and at the throat of the propulsive nozzle. A closure 528 of the valve I2? is fixed to a stem 29 to cooperate with a seat I33 to control flow through the bleed. An evacuated bellows I3I is secured to one end of the stem I29 and is contained in a closed chamber I32. A line I33 maintains the interior of the chamber I32 in communication with the throat of the nozzle I3. The resiliency of the bellows tends to move the closure I23 toward its seat I39, while pressure from the throat of the nozzle I3 acts on the bellows to urge the closure away from its seat. A second evacuated bellows I34 is housed in a chamber I35 and is secured to the other end of the stem I29. A line I36 maintains the chamber I35 in communication with the entrance portion of the combustion chamber. The control for the throat member I38 just described operates on the principle that the critical pressure in the throat of the nozzle should be approximately .53

.times the pressure at the entrance of thecombustion chamber, assuming that the flow at the nozzle throat has reached a velocitl of one Mach number. The bellows I3! and I34 are related and proportioned to preserve this ratio. Gas pressure in the nozzle results in a pressure tending to move the nozzle member IiiB downstream while pressures acting on the rear side of the piston I22 tend to move the member H38 upstream. This latter action is limited by the value of approximately .53 impressed on the relay valve I21 and therefore on the piston I22 by the proportioned bellows I3I and I34.

In operation it may be assumed that the engine is associated with an air borne missile for aircraft to form a propulsive means therefor and that the missile or craft carries the fuel supply and controls. The missile or aircraft is brought up to or beyond the speed of sound by other propulsive means; for example, by rocket power or turbo-jet propulsive devices. To start the engine current is supplied to th glow plug 92 and fuel is supplied to the main fuel line 60. Air flow through the annular passage iii operates the air turbine I3 which in turn drives the pump 62 to supply fuel to the vaporizing means. The fuel fiOVVS through the tubes I8 and TI to the struts 41 and bars 8i so that fuel is ignited at the glow plug and the flame progresses through the adjacent bar 8I to the several series of devices .84.

The fuel is thoroughly vaporized during its passage through the tubes I? and f8 and is consumed upon admission to the high pressure combustion chamber at the devices 84. The gases of combustion and the heated air are spouted from the nozzle I3 at a high velocity to produce a substantial forward thrust. The centrifugal pump 62 driven by the air turbine I3 and the associated by-pass control maintains an efficient air-fuel ratio in the combustion chamber at the various speeds of operation. The movement of the needle B in the ram inlet II controls flow through the fuel by-pass $3 to automatically preserve the optimum air-fuel ratio. The means D which automatically adjusts the position of the needle B brings the needle into the position Where it most effectively utilizes the highly efficient compressive action of the gentle shock waves t2 in the ram inlet. The fuel supply system in addition to being automatically controlled by movement of the needle B is capable of adjustment or regulation by movement of the fulcrum member its. The member IM may be shifted or set either manually or by a remote control to obtain an increased or decreased thrust. The control G automatically regulates the effective area of the propulsive nozzle I3 to produce an effective propulsion action at the various compression ratios and air-fuel ratios. As above described, the control G operates to maintain a substantially constant ratio of approximately 1 to .53 between the initial combustion chamber pressure and the critical nozzle throat pressure.

Having described only a typical embodiment of the invention, I do not wish to be limited to the specific details herein set forth but wish to reserve to myself any variations or modifications that may appear to those skilled in the art and/or fall within the scope of the following claims.

I claim:

1. A reactive propulsion power plant comprising a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end and a combustion chamber between its ends, an island in the shell at the upstream side of the combustion chamber, a shroud spaced around the aft end portion of the island to leave an air passage,

means for injecting fuel into the combustion chamber, a pump in the island for pumping fuel to the injecting means, an air turbine for driving the pump including a turbine wheel housed in the aft portion of the island and blading on the wheel extending into said air passage to be acted upon by the rammed air flowing therethrough, said air passage having its entrance at the aft surface portion of the island to remove boundary layer air from the surface of the island.

2. A reactive propulsion power plant compris ing a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end and a combustion chamber between its ends, n island in the shell at the upstream side of the combustion chamber, a shroud spaced around the island to leave an air passage, means for injecting fuel an air turbine for driving the pump including a turbine wheel in the island having blading in said air passage to be acted upon by the rammed air flowing therethrough, and a tube extending rearwardly from said passage to the propulsive .nozzle for. discharging the air turbine exhaust air in the region of the nozzle.

3. A reactive propulsive power plant comprising a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end, and a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a pump for supplying fuel to the combustion chamber, an air turbine in the shell at the upstream side of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the inlet to the turbine to drive the same, a duct extending rearwardly from the turbine through the combustion chamber to the nozzle to convey the exhaust air from the turbine, and a throat member in the propulsive nozzle supported by said duct.

4. A reactive propulsion power plant comprising a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end, and a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a pump for supplying fuel to the combustion chamber, an air turbine in the shell at the upstream side'of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the ram inlet to the turbine to drive the same, a duct extending rearwardly from the turbine through the combustion chamber to the nozzle to convey the exhaust air from the turbine, a hollow throat member supported in the propulsive nozzle by the duct, and means for leading a portion of said exhaust air from the duct into the throat member to cool the same.

5. A reactive propulsion power plant comprising a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end, and a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a pump for supplying fuelto the combustion chamber, an air turbine in the shell at the upstream side of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the inlet to the turbine to drive the same, a tube extending rearwardly from the turbine through the combustion chamber to the nozzle to carry the air exhausted by the turbine for discharge at the nozzle, a throat member for the nozzle carried by said tube, and means for utilizing a portionof said exhaust air flowing through said tube to cool the throat member.

6. A reactive propulsipn power plant comprising a tubular shell having -a ram inlet at its forward end, a propulsive nozzle at its rear end, and a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a pump for supplying fuel to the combustion chamber, an air turbine in the shell at the upstream side of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the ram inlet to the turbine to drive the same, a tube extending rearwardly from the turbine through the combustion chamber to the nozzle to carry the air exhausted by the turbine for discharge at the nozzle, a throat member for the nozzle carried by said tube, and a nozzle restriction at the rear end of the tube for i0 discharging said exhaust air lnthe form of a propulsive jet. 7. A reactive propulsion power plant compris ing a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end, and i a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a

.pump for supplying fuel to. the combustion chamber, an air turbine in the shell at the upstream side of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the inlet to the turbine todrive the same, a tube extending rearwardly from the turbine through the combustion chamber to the nozzle to carry the air exhausted by the turbine for discharge at the nozzle, a throat member for the nozzle carried bysaid-tube, the throat member being hollow and having communication with the interior of saidtube, and a nozzle restriction at the rear end of said tube for discharging said air in the form of a propulsive jet and for creating back pressure in the tube to assure cooling air flow into the throat member.

8. A reactive propulsion power plant comprising a tubular shell having a ram inlet at its for ward end, a propulsive nozzle atits rear end, and a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a pump for supplying fuel to the combustion chamber, an air turbine in the shell at the upstream side of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the inlet to the turbine to drive the same, a tube extending rearwardly from the turbine through the combustion chamber to the nozzle to carry the air exhausted by the turbine for discharge at the nozzle, a throat member for the nozzle carried by said tube, and at least one tubular strut supporting said tube in the shell and having one end in communication with the tube and the other end in communication with the atmosphere to be cooled by air flow therethrough from the tube.

9. A reactive propulsion power plant comprising a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end, and a combustion chamber intermediate its ends, fuel injecting means for the combustion chamber, a pump for supplying fuel to the combustion chamber, an air turbine in the shell at the upstream side of the combustion chamber for driving the pump, means for directing a portion of the rammed air from the ram inlet to the turbine to drive the same, a tube receiving the exhaust air from the turbine and extending rearwardly to the nozzle, a hollow throat member for the nozzle shiftably carried by the tube, a rod for adjusting the throat member extending through the tube, the wall of the tube having a slot placing the interior of the throat member in communication with the tube so that the member is cooled by said exhaust air, and a bar on the throat member extending through said slot and connected with the rod to connect the rod and member.

10. A reactive propulsion engine comprising a tubular shell having a ram inlet at its forward end, a propulsive nozzle at its rear end, and a combustion chamber between its ends, means for injecting fuel into the combustion chamber, a tube receiving a portion of the rammed air supply and extending rearwardly through the combustion chamber to the nozzle to discharge said air rearwardly from the nozzle, a throat member for the nozzle shiftably carried by the tube, the

member being hollow and having communication with the interior of the tube to receive coolin air therefrom, there being ports through the wall of the throat member to discharge the cooling air, and means for shifting the throat member including a part extending through the tube and connected with the member.

11. A reactive propulsion engine comprising a tubular shell, having a combustion chamber and having a propulsive nozzle at its rear end, an inlet ram for the forward end of the shell comprising a supersonic diffuser, a substantially centrally positioned element in the diffuser for assisting its compressive action, a pump for supplying fuel to the combustion chamber, a shroud spaced around the rear portion of the element to leave an air passage for receiving a portion of the rammed air, said passage having its forward airreceiving entrance around the rear portion of the element to receive and remove boundary layer air from the surface of the element, and an air turbine for driving the pump and having blading in said passage acted upon by the air flow therethrough.

" 12. A reactive propulsion engine comprising a 25 tubular shell, having a combustion chamber and having a propulsive nozzle at its rear end, an inlet ram for the forward end of the shell comprising a supersonic difiuser, a substantially centrally positioned element in the diffuser for assisting its compressive actiornmeans for supplying fuel to the combustion chamber, a movable throat member for the nozzle, and means in said element for controlling the position of the throat member.

' NATHAN C. PRICE.

References Cited in the file of this patent UNITED STATES PATENTS (Addition to No. 779,655) 

